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67-09-04: 67-09-04 GRUMMAN: Amdt. 39-374 Part 39 Federal Register March 24, 1967. Applies to Models G-164 and G-164A Restricted Category Airplanes, Serial Numbers 301 through 450, and Serial Numbers below 301 Which Have Been Modified to Incorporate Parking Brake Installation and Stick Control Lock Kit P/N A1521-301K. Compliance required as indicated unless already accomplished. To prevent fouling of the control stick by the surface control lock and inadvertent locking of the right toe brake master cylinder during flight maneuvering, accomplish the following: (a) On Model G-164 airplanes, Serial Numbers 301 through 400: Within the next 25 hours' time in service after April 7, 1966, install a tension spring and two "S" hooks in accordance with Grumman Aircraft Engineering Corporation drawing A1521, Revision B, Sheet 2 or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) On all airplanes listed in the applicability statement: Within the next 25 hours' time in service after the effective date of this AD, modify the parking brake and stick control lock installation in accordance with Grumman Aircraft Engineering Corporation AG-CAT Service Bulletin No. 39, February 15, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent modification approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (c) Compliance time specified in (b) may be increased upon approval by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, of the appropriate request with substantiating data submitted to an FAA maintenance inspector. This supersedes AD 66-10-02. This directive effective March 24, 1967.
70-09-05: 70-09-05 SIKORSKY: Amdt. 39-978. Applies to Orlando Helicopters Airways, Inc. Models HRS-1/CH-19, HRS-3/H-19B, H-19D, H-19G helicopters certificated in all categories. Compliance required within the next 15 hours' time in service after the effective date of this airworthiness directive, unless already accomplished. To prevent failure of the main rotor shaft due to fatigue cracks originating from surface defects, accomplish the following: (a) Inspect main rotor shaft P/N S14-35-4308-1, -2, -3, or -4 for cracks and surface defects in accordance with Sikorsky Service Bulletin No. 55B35-3 dated April 3, 1970, or later FAA approved revision or an equivalent inspection procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (b) Main rotor shafts exhibiting crack indications, or unsalvageable surface defects, shall be retired from service prior to further flight and replaced with a shaft which has been inspected in accordance with paragraph (a). (c) Main rotor shafts found with salvageable surface defects may be reworked in accordance with Sikorsky Service Bulletin No. 55B35-3 dated April 3, 1970, or later FAA approved revision, or an equivalent rework procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. Should the extent of rework necessitate removal of the shaft from the main gear box, then the replacement shaft must be inspected in accordance with paragraph (a). (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region may adjust the compliance time specified in this airworthiness directive if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective April 30, 1970.
2007-01-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas Model MD-11 and -11F airplanes. That AD currently requires an initial general visual inspection of the power feeder cables of the integrated drive generator (IDG) and the fuel feed lines of engine pylons No. 1 and No. 3 on the wings for proper clearance and damage; corrective actions if necessary; and repetitive general visual inspections and a terminating action for the repetitive inspections. This new AD requires the existing actions, and for certain airplanes, this AD requires installation of new clamps on the power feeder cables of the IDG of engine pylons No. 1 and No. 3. This AD results from reports of IDG power feeder cables riding against structure and fuel lines in the No. 1 and No. 3 pylons. We are issuing this AD to prevent potential chafing of the power feeder cables of the IDG in engine pylons No. 1 and No. 3 on the wings, and consequent arcing on the fuel lines in the engine pylons and possible fuel fire. \n\nDATES: This AD becomes effective February 14, 2007. \n\n\tThe Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of February 14, 2007. \n\n\tOn February 24, 2004 (69 FR 2657, January 20, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin MD11-54A011, Revision 02, dated May 31, 2002.
70-02-04: 70-02-04 BRITISH AIRCRAFT CORPORATION: Amdt. 39-916. Applies to Viscount Models 744, 745D, and 810 series airplanes. To provide immediate indication of failures in the electrical generation system, to preclude a simultaneous failure of all generators, and to ensure that emergency electrical power is supplied to certain emergency equipment necessary to continue flight to a safe landing, accomplish the following: (a) For Models 744, 745D, 810 series airplanes, within the next 1000 hours' time in service after the effective date of this AD, unless already accomplished, install a bus-bar under the voltage warning light in accordance with British Aircraft Corporation Modification Leaflet No. D3232, dated 1 August 1969, (for Model 744 and 745D series airplanes) or No. FG2107, dated 18 July 1969, (for Model 810 series airplanes) or later ARB-approved issues or an FAA-approved equivalent. (b) For Models 744 and 745D series airplanes, within the next 1000 hours' time in serviceafter the effective date of this AD, unless already accomplished - (1) Install PVC sheathing over the generator equalizing lines in accordance with British Aircraft Corporation Bulletin for Modification No. D969, Issue 3, dated 17 March 1969, or a later ARB-approved issue or an FAA-approved equivalent; and (2) Modify the electrical power distribution system in accordance with British Aircraft Corporation Modification Leaflet No. D3239, dated 6 June 1969, or a later ARB-approved issue or an FAA- approved equivalent to ensure that the electrical power for the following equipment is supplied from the No. 4 D.C. Emergency Bus-Bar: (i) Pitot head heater No. 1 (port). (ii) Flight deck lighting (i.e., instrument panels, pedestals, magnetic compass and circuit breaker panels). (iii) D.C. and/or A.C. communication equipment for emergency communications. (iv) Artificial horizon. This amendment becomes effective February 5, 1970.
2006-26-06: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes equipped with Rolls-Royce engines. This AD requires repetitive inspections to detect cracks of the outer V-blades of the thrust reverser, and corrective action if necessary. This AD also provides for optional terminating action for the repetitive inspections. This AD results from reports of cracked outer V-blades in the thrust reversers. We are issuing this AD to prevent separation of a thrust reverser from the airplane during normal reverse thrust or during a refused takeoff, which could result in impact damage to other airplane areas. If a thrust reverser separates from the airplane during a refused takeoff, the engine could produce forward thrust, resulting in unexpected thrust asymmetry and a possible runway excursion.
2006-26-04: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-145XR airplanes. This AD requires replacement of certain segments of the passenger seat tracks with new, improved seat tracks. This AD results from instances where the shear plungers of the passenger seat legs were not adequately fastened. We are issuing this AD to prevent inadequate fastening of the seat leg shear plungers, which could result in failure of the passenger seat tracks during emergency landing conditions and consequent injury to passengers.
70-23-01: 70-23-01\tBOEING: Amdt. 39-1103. Applies to Boeing Model 747-100 Series airplanes certificated in all categories. \n\tCompliance required within the next 200 hours' time in service after the effective date of this ad, unless already accomplished. \n\tTo prevent failures of the spindle nut, accomplish the following: \n\tReplace the wing gear upper side strut spindle nut in accordance with Boeing Service Bulletin 32-2055 dated October 2, 1970, or later FAA approved revision, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThe amendment becomes effective November 6, 1970.
2004-26-05: The FAA is superseding an existing airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 series turbofan engines. That AD currently requires initial and repetitive borescope insepctions of the head section and meterpanel assembly of the combustion liner, and replacement, if necessary, with serviceable parts. In addition, that AD allows an optional installation of a front combustion liner with a strengthened head section as a terminating action to the inspection requirements. This AD requires initial and repetitive borescope inspections of the head section and meterpanel assembly of the combustion liner, and replacement if necessary with serviceable parts. This AD also requires reduction of the inspection intervals of certain RB211-524 engine models that have not been repaired to RR Field Repair Scheme FRS5367/B, and a mandatory terminating action to be completed by a certain date. This AD results from five events that are directly attributed to combustor headbreakup and meterpanel failure which were found at overhaul inspection. At least one of these events resulted in a combustion case burn-through. We are issuing this AD to prevent engine combustion liner deterioration, which can result in combustion liner breakup, case burn-through, and engine fire.
71-21-03: 71-21-03 SIKORSKY: Amdt. 39-1303. Applies to all S-61 Type Helicopters certified in all categories. Compliance required as indicated. To prevent a hardover in the auxiliary servo system, as the result of fracture of the servo valve input linkage, accomplish the following: a. Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, install a secondary link in the servo valve input linkage in accordance with Section 2, paragraphs A., B., C., and G., of Sikorsky Service Bulletin No. 61B65-6A, dated 1 July 1971, or later approved revisions or an equivalent installation, both approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. b. Install secondary links per paragraph (a) on all spare units, prior to installation on the aircraft. This amendment is effective October 7, 1971.
46-13-03: 46-13-03 LOCKHEED: (Was Mandatory Note 6 of AD-723-2.) Applies to Model 18 Aircraft. Compliance required before next 10 hours of operation. The oil tanks should be examined to determine whether or not they are of the hopper type, and appropriate action in one of the following manners must be taken: 1. If a hopper type oil tank is installed and is to be retained in accordance with Note 14(b) of Aircraft Specification A-723-4 (for use with oil dilution), the following action must be taken (applies only to Serial Numbers 2294 and up): (a) Install a propeller feathering reserve oil tank (P/N 174399) forward of the firewall. (Lockheed Service Bulletin No. 18/SB-115 dated April 18, 1945, covers this same subject.) (b) Rework the hopper assembly to provide better support at the sump by installing a new support assembly (P/N 174321). At each engine change, remove plate and elbow on bottom of sump housing (P/N 114690) and inspect hopper with a light and mirror. (Lockheed Service Bulletin No. 18-99 dated September 29, 1943, covers this same subject.) 2. If the hopper type oil tank is to be removed, the following action must be taken (applies only to Serial Numbers 2294 and up, except Serial Numbers 2359, 2403, 2464, and 2465): Remove the hopper type oil tank and propeller feathering lines and replace with a conventional type tank (P/N 73662), fitted with a standpipe to provide a reservoir of oil for propeller feathering, and install a separate feathering line from the oil tank to the feathering pump. (Lockheed Service Bulletin No. 18-100 dated March 3, 1944, covers this same subject.) 3. On airplanes which have conventional oil tanks other than P/N 73662, the standpipe at the outlet in each tank must be revised in one of the following manners, whichever is applicable. (Applies to all Series 18 airplanes, except Models 18-07 and 18-40, with Serial Numbers 2293 and below, 2359, 2403, 2464, and 2465.) (a) If the tanks are equipped with the standard 3 31/32-inch long standpipes (P/N 164101), the standpipe in each tank should be removed and a new 4 15/16-inch standpipe (P/N 16401, change D) installed. b) If the tanks are equipped with oil stick gage foam guards, the existing standpipe in each tank should be cut off near the bottom of the tank, the foam guard cut off approximately 5.38 inches from the bottom surface of the oil tank outlet connection boss, and a new standpipe assembly (P/N 173806) installed. (Lockheed Service Bulletin No. 18-105 dated October 19, 1943, covers this same subject.)
2006-24-11: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Models 1900, 1900C, and 1900D airplanes. This AD requires you to repetitively inspect the forward, vertical, and aft flanges of both the left and right wing rear spar lower caps for cracks, repair any cracks found, and report the inspection results to RAC. This AD results from additional fatigue cracks found in this area since inspections were performed to comply with Emergency AD 2006-18-51, which required immediate visual inspections of this area. We are issuing this AD for the purpose of performing a more rigorous inspection requiring cleaning and paint stripping of this section of the wing rear spar to detect and correct cracking in the wing spar lower caps of the affected airplanes before the cracks lead to failure. These wing rear spar cracks may result in wing failure which could result in the wing separating from the airplane with consequent loss of control.
69-01-04: 69-01-04 PRATT & WHITNEY: Amdt. 39-843. Applies to Pratt & Whitney Aircraft JT3D-1, JT3D-1- MC6, JT3D-1-MC7, JT3D-3, JT3D-3B and JT3D-7 Turbofan engines installed in Boeing Type 707 and 720 aircraft. (a) To detect cracked No. 6 bearing oil tube assemblies, P/N 415907, 415908, 432000 or 432004, visually inspect daily the No. 6 bearing area, and visible portions of the 4th stage turbine rotor disc, and the bottom strut of the turbine exhaust strut assembly. Any oil wetness noted in these areas will require immediate inspection of the No. 6 bearing oil tube assemblies for possible cracks. If any cracks are found, the cracked tube assembly must be replaced prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where replacement parts are available. (b) Replacement tubes of like part numbers as noted in paragraph (a) above shall continue to be inspected in accordance with this AD. (c) Within 8000 hours' time in service after the effective date of this airworthiness directive, unless otherwise accomplished, replace all No. 6 bearing oil tube assemblies, P/N 415907, 415908, 432000, or 432004 with increased durability No. 6 bearing oil tube assemblies and support brackets as identified in Pratt & Whitney Aircraft Turbojet Engine Service Bulletin No. 2081 Revision No. 2 or later revision, approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (d) This AD does not apply to engines incorporating increased durability No. 6 bearing oil tube assemblies and support brackets as identified in Pratt & Whitney Aircraft turbojet engine Service Bulletin No. 2081. (e) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the repetitive inspection specified in this AD. Effective January 17, 1969. Revised October 15, 1969.
70-16-08: 70-16-08 DOWTY ROTOL, LIMITED: Amendment 39-1060. Applies to propeller types (c) R.175/4-30-4/13E, incorporating operating pins with part numbers RA.44996, RA.44996/1, or RA.44996/2, installed in but not necessarily limited to Fairchild Hiller F-27 and F-27B airplanes; (c) R.193/4-30-4/50, incorporating operating pins with part number RA.57505, installed in but not necessarily limited to Fokker F.27 Mark 400 and 600, and Fairchild Hiller F- 27A, F-27F, F-27G, F-27J, and FH-227 airplanes; , incorporating operating pins with part numbers RA.66033 or 601023087 installed on Nihon YS.11 and YS.11A airplanes. Compliance is required as indicated. To detect cracks in the fillet radius of the propeller operating pins at the junction between the pin diameter and flange, accomplish the following: (a) For propeller types (c) R.175/4-30-4/13E and (c) R.193/4-30-4/50, at the next propeller overhaul or upon the accumulation of a total time in service of 5,000 hours since new or lastoverhaul, whichever occurs first, inspect the propeller operating pins for cracks in accordance with paragraph (c). If no cracks are found, this inspection must be repeated at each propeller overhaul or at intervals not to exceed 5,000 hours' time in service since the last inspection, whichever occurs first. (b) For propeller type (c) R.209/4-40-4.5/2, at the next propeller overhaul or upon the accumulation of a total time in service of 4,000 hours since new or last overhaul, whichever occurs first, inspect the propeller operating pins for cracks in accordance with paragraph (c). If no cracks are found, this inspection must be repeated at each propeller overhaul or at intervals not to exceed 4,000 hours' time in service since the last inspection, whichever occurs first. (c) Inspect the propeller operating pins for cracks in accordance with Dowty Rotol, Limited Service Bulletin No. 61-711, Revision 2, dated February 11, 1970, or later ARB- approved issue or an FAA-approved equivalent. (d) If a crack is found in any operating pin during the inspections required by paragraph (a) or (b), the following must be accomplished: (1) Remove all four operating pins and replace each of them with new serviceable operating pins, or with serviceable operating pins which have been inspected in accordance with paragraph (c) and which have not previously formed part of a set containing a cracked operating pin, prior to returning the propeller to service. In either case, the replacement pins must be pins that are approved for the particular type propeller. (2) Re-inspect all other propellers of the same type in the operator's fleet in accordance with paragraph (c) as follows: (i) For propeller types (c) R.175/4-30-4/13E and (c) R.193/4-30- 4/50, within the next 600 hours' time in service from the date of the inspection during which the cracks were found (for propellers with 1,400 or more hours' time in service since new or the last overhaul), or beforethe accumulation of 2,000 hours' time in service since new or the last overhaul (for propellers with less than 1,400 hours' time in service since new or the last overhaul), and thereafter at intervals not to exceed 2,000 hours' time in service since the last inspection. (ii) For propeller type (c) R.209/4-40-4.5/2, within the next 400 hours' time in service from the date of the inspection during which the cracks were found (for propellers with 600 or more hours' time in service since new or the last overhaul), or before the accumulation of 1,000 hours' time in service since new or the last overhaul (for propellers with less than 600 hours' time in service since new or the last overhaul), and thereafter at intervals not to exceed 1,000 hours' time in service since the last inspection. This amendment becomes effective September 5, 1970.
47-32-10: 47-32-10 BELL: (Was Mandatory Note 10 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required at the next 50-hour transmission teardown inspection. Replace the main rotor mast assembly with mast assembly, 47-130-100-2. (Bell Service Bulletin 47C24, dated June 26, 1947, also covers this same subject.)
2006-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires installing a control wheel damper assembly at the first officer's drum bracket assembly and aileron quadrant beneath the flight deck floor in section 41; doing a functional test and adjustment of the new installation; and doing related investigative/corrective actions if necessary. For certain airplanes, this AD also requires doing an additional adjustment test of the re-located control wheel position sensor, and an operational test of the flight data recorder and the digital flight data acquisition unit. This AD also requires installing vortex generators (vortilons) on the leading edge of the outboard main flap on certain airplanes. This AD results from several reports that flightcrews experienced unintended roll oscillations during final approach, just before landing. We are issuing this AD to prevent unintended roll oscillations near touchdown, which could resultin loss of directional control of the airplane, and consequent airplane damage and/or injury to flightcrew and passengers.
70-13-01: 70-13-01 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1012. Applies to Models BAC 1-11 200 and 400 series airplanes having razor socket supply transformer P/N RD.10590 installed. To prevent overheating of the razor socket supply transformer when a non-compatible electrical appliance is connected into a razor socket, within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, accomplish either of the following: (a) De-activate the razor sockets by disconnecting, insulating, and tying back the socket supply cable from the appropriate circuit breaker and fitting a locking clamp to the circuit breaker knob; or (b) Modify the razor socket circuit to provide a 1/4 ampere fuse in the positive line of the rectified output of the transformer in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-PM4458 dated February 9, 1970, or a later ARB-approved issue, or an FAA-approved equivalent. (British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-A-PM4458 refers to this subject.) This amendment becomes effective July 13, 1970.
48-08-03: 48-08-03 NAVION: Applies to Serial Numbers NAV-4-2 Through NAV-4-1110. To be accomplished as soon as possible but not later than April 1, 1948. To insure full opening of the fuel shutoff valve when the control knob is pushed to the full "ON" position, conduct the following inspection: Determine that the fuel shutoff valve flexible control is adequately supported along its length from the instrument panel to the shutoff valve to prevent buckling of the flexible control when it is moved to the "ON" position while valve motion is restrained by the fingers to simulate moderate valve friction. One additional support clip must be added adjacent to the present support clip at the valve end of the flexible control to prevent rotation of the present clip and resultant misalinement of the flexible control if the clip attaching screw should become loose. Other additional support clips along the flexible control may be necessary. Also determine that the control is properly rigged with respect to valve detents and that excess wire has been cut from the valve end of the control wire to prevent snagging of the end of the wire in the upholstery.
2006-23-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: "Over a period of time, the alteration of one electronic control unit (ECU) electronic component can cause a rapid uncontrolled power increase. Several occurrences have already been reported during engine start or during engine warm-up." The event can also occur in flight which can result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
70-17-04: 70-17-04 MORANE SAULNIER: Amdt. 39-1066. Applies to Models MS. 880B, MS. 885, and MS. 894A airplanes. To prevent possible fires resulting from leaks in the fuel system, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, modify the fuel system by installing flexible fuel lines between the engine pump and the carburetor and in the fuel pressure system in accordance with Parts 2 and 3 of SOCATA Service Bulletin No. 56, dated December 1968, or later SGAC-approved issue or an FAA-approved equivalent. This amendment becomes effective September 12, 1970.
75-17-14: 75-17-14 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2316. Applies to "PUMA" Helicopter Models SA-330F and SA-330G, certificated in all categories, incorporating main rotor blades which have leading edge erosion protective strips. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished in accordance with Puma SA-330 Service Bulletin No. 05.39. To prevent failure of the main rotor blade due to cracks in the region of the leading-edge erosion protection, inspect for cracks, repair as necessary, and return to service, in accordance with paragraph 1C of Puma SA-330 Service Bulletin No. 05.39, dated December 8, 1974, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa and Middle East Region. This amendment becomes effective August 18, 1975.
70-03-03: 70-03-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-930. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated. To prevent possible failure of the fuselage pressure shell in the areas under the cockpit hood, accomplish the following: (a) For airplanes manufactured before February 28, 1959 - (1) Within the next 90 days after the effective date of this airworthiness directive, comply with the inspection requirements of paragraph (c). (2) Within the next 12 months after the effective date of this airworthiness directive, unless already accomplished, accomplish the rework required in paragraph (f). (b) For airplanes manufactured on or after February 28, 1959 - (1) Within the next 90 days after the effective date of this airworthiness directive, or within eight years after the date of manufacture, whichever occurs later, and thereafter at intervals not to exceed 12 months since the last inspection, comply withthe inspection requirements of paragraph (c). (2) Within 11 years after the date of manufacture, accomplish the rework required in paragraph (f). (c) Remove the cockpit hood fairing side panels. Visually inspect the exposed skin panels for corrosion, and visually inspect the wood packing strips around the window frames for water saturation. Guidance on identification of the degree of corrosion is given in the Airplane Corrosion Section of the Viscount Overhaul Manual for Model 744 airplanes; in the Instruction Manual for Model 745D airplanes; and in the Aircraft Manual for Model 810 airplanes. (d) If, during the inspections required by paragraph (c), skin corrosion is found which does not extend beyond the skin area exposed by removal of the cockpit hood fairing side panels, before further flight repair the corroded skin in accordance with the Viscount Repair Manual or comply with the requirements of paragraph (f). (e) If, during the inspections required by paragraph (c), skin corrosion is found which extends beyond the skin area exposed by removal of the cockpit hood fairing side panels, or the wood packing strips around the windows are found to be saturated with water, before further flight comply with the requirements of paragraph (f). (f) Remove the complete cockpit hood assembly, including the eyebrow fairing panels located above the windshield panels. Rework and reprotect the fuselage skin under these panels, and replace the wood window packing strips in accordance with paragraph 5.2.3 of British Aircraft Corporation Preliminary Technical Leaflet No. 278, Issue 1, for Models 744 and 745D airplanes; Preliminary Technical Leaflet No. 143, Issue 1, for Model 810 airplanes; or a later ARB- approved issue or FAA-approved equivalent. (g) The repetitive inspections required by paragraph (b)(1) may be discontinued after compliance with the requirements of paragraph (f) has been accomplished. This amendment becomes effective February 22, 1970.
2006-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes. This AD requires repetitive mid- and low-frequency eddy current inspections for cracks in the overlapped skin panels in the fuselage skin lap joints in sections 41, 42, 44, and 46, and corrective actions if necessary. This AD results from a report indicating that an operator found multiple small cracks in the overlapped skin panels in the fuselage skin lap joints. We are issuing this AD to detect and correct cracks in the overlapped skin panels, which could join together and result in reduced structural capability in the skin and consequent rapid decompression of the airplane.
70-11-04: 70-11-04 BELL: Amdt. 39-995. Applies to Bell Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47H-1 helicopters, and to any other helicopters, equipped with wood main rotor blades and drag link equalizer horn, P/N 47-120-167-1. Compliance required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the drag link equalizer horn due to improper casting material, accomplish the one-time inspection for hardness as specified in Part I and Part II of Bell Helicopter Company Service Bulletin No. 144 SB dated October 9, 1969. Before further flight remove and replace horns having hardness values below those specified in Part II of Bell Helicopter Company Service Bulletin No. 144 SB. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. This amendment becomes effective June 26, 1970.
70-21-03: 70-21-03 ENTWICKLUNGSGEMEINSCHAFT: Amendment 39-1088. Applies to Model "PHOEBUS" A1, B1, and C Sailplanes up to and including S.N 934 which have a brake chute installed. To prevent the rudder from becoming blocked by the back-slipping chute coupling, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, replace the chute coupling with a modified coupling in accordance with Messerschmitt - Bolkow - Blohm Service Bulletin No. Phoebus-1/70 dated April 1970, or later LBA-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
2006-21-11: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. This AD requires identifying, inspecting and replacing flexible lubrication pipes manufactured after April 1, 2003. If both engines on the same helicopter each have an affected pipe, then this AD requires replacing one of the affected pipes before further flight. This AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter, on engines that are not required to have an affected pipe replaced before further flight by this AD. This AD results from 7 reports of oil leakage due to the deterioration of flexible lubrication pipes manufactured after April 1, 2003. We are issuing this AD to prevent dual-engine failure on a twin-engine helicopter.